Conditioned air supply system for trains



June 15, 1937. D. F. ZOOK 2,083,768

connnromao AIR SUPPLY SYSTEM FOR TRAINS Filed Feb. 15, 1936 2 Sheets-Sheet 1 INVENTOR.

June 15, 1937.

D. F. ZOOK CONDITIONED AIR SUPPLY SYSTEM FOR TRAINS Filed Feb. 15, 1936 I 2 Sheets-Sheet 2 IN VENTOR;

Patented June 15, 1937 CONDITIONED AIR SUPPLY SYSTEM FOR TRAINS David F. Zook, Evanston, Ill.

Application February 13, 1936, Serial No. 63,696

Claims.

The invention relates generally to air conditioning apparatus, and more particularly forced feed means of this character for use on -rai1way trains.

An important object of the invention is to provide an air conditioned train wherein the entire air supply for the train is admitted at the upper forward end of the leading unit of the train so that under ordinary conditions of operation the purity and cleanliness of the supply is insured and the cost of conditioning the air is reduced.

Another object is to provide an air conditioning system arranged for control exclusively by the engineer or operator who rides at the head end of the train and is in a position to observe the condition of the air to be encountered as the train progresses.

Another object is to provide an air conditioned train wherein the air cleaning and conditioning devices are located in the power unit or car, or closely adjacent thereto, and having in combination therewith a distributing system for delivering the conditioned air to the various units of the train, so that the mechanical elements of theair conditioning apparatus are beyond, the control of inexperienced trainmen or porters, and may be governed, inspected, or serviced at any time by the crew of the engine or power car.

Another object is to provide a new and improved air conditioning system for trains whereby duplication of air conditioning apparatus in each car is obviated so as to avoid excess weight, cost and complication of equipment.

Another object is to provide an air conditioning system for trains wherein recirculation of contaminated air is avoided and all air is taken in fresh from the exterior of the train.

Other objects and advantages will become apparent from the following description, taken in connection with the accompanying drawings in which:

Figure l is a longitudinal central vertical sectional view of the power unit of a train embodying the invention; A

Figure 2 is a front end view of the power car shown in Figure 1, the view being shown partialw ly in section along the line 2-2 of Figure 1;

Figure 3 is a horizontal sectional view of the v power unit taken substantially along the broken line 33 of Figure 1;

Figure 4 is a fragmentary longitudinal vertical sectional view of a tender or service car of the train, which'car normally follows directly behind the power unit shown "in Figure 1;

Figure 5 is a transverse vertical sectional view of a passenger car takenalong the line 5-5 of Figure 6;

Figure6 is a fragmental horizontal view showing two adjacent coupled cars of the train with the roofs removed to show the air-ducts.

For purposes of disclosure the preferred form of the invention is illustrated in the drawings and will hereinafter be described in detail as embodied in a particular type of train, but it is to be understood that this disclosure is not intended as a limitation of the invention to this type of train, it being contemplated that various changes might be made by those skilled in the art to adapt the invention to other types of trains without departing from the spirit and scope of the invention as defined by the appended claims.

In the form chosen for disclosure herein, the invention is embodied in a train of the Dieselpowered type having a power unit or car l0, coupled at H to a second or tender car l2, and having a plurality of passenger cars I3 and I4 coupled behind the car I! as shown in Figure 6. In accordance with the present invention, the train is provided with air conditioning means located principally in the power car l0 and having distributing means for delivering the conditioned air from the forward portion of the train to all of following passenger cars. The entire air supply to be conditioned is drawn in fresh from the exterior of the train so as to avoid reconditioning of contaminated air, and in the present instance purity and cleanliness of the air supply is insured by admitting the entire supply through an inlet opening I5 extending throughout the entire width of the upper extremity of the forward end wall I6 of the power car l0. As shown in Figuresl and 3, the air enters through the inlet opening l5 into an intake chamber l1 from which it passes rearwardly of the car to the conditioning means.

In'the form herein illustrated there is provided, as a part of the conditioning means, air cleaning means which is inter-related to the form and space requirements of the power car l0 in such a manner as to utilize efficiently the space in the car, and this cleaning means is of such a character as to be readily cleaned or inspected at any time.

Thus, as shown in Figures 1, 2 and 3, the air,

passages or tubes 29 and 2| disposed longitudinally of the power car it! adjacent to the ceiling thereof, and connected at their forward ends to opposite sides of the intake chamber so as to receive air therefrom. The agency within the tubes 20 and 2| for cleaning the incoming air may take different forms, and in the present instance the tube 2| is provided with a spirally formed bailie member 22, inner surface of the tube 29 and the surfaces of the baffle 22 being preferably coated with an odorless oil or petroleum jelly to catch the dust particles which may enter with the air. In the other cleaning tube 20 an axially positioned spray pipe 23 is shown to which water from a supply tank 24 is forced through pipe 23' by a power driven pump 25. Return lines 26 from opposite ends of the tube 2E3 serve to drain the water back to the tank 26,

The cleaning tubes 2% and 2| are readily inspected, and the enclosed elements are readily removed for cleaning or repair by removal oi end plates 2'5 (Figure 3) at the rear ends thereof. For the removal of the enclosed elements, alined openings (not shown) in the rear end wall it of the power car are uncovered by removal of plates which allows cleaner elements to be completely withdrawn from the power unit. The bafiie type of cleaner shown in the tube 2| is of particular merit since it no moving parts, and being of large volume, it requires cleanin only at infrequent intervals.

Atter being cleaned within the tubes as and ii i, the air passes laterally from the rear portions of the tubes through short outlet pipes as into blow" ers iii, the blowers 39 being driven by a motor 32 so as to force the air through discharge pipes 33 into a heating unit E l suspended from, but adjacent to, the ceiling of. the car it.

Heat for the heating unit may be supplied from any desired source, but in view of the drive of the present train by tandem Diesel engines lidi and lid-2, the water from the cooling jacket of the rear motor M-Q is preferably utilizeol. Thus, heating unit 36 has vertical pipes 35 connecting upper and lower headers 35 and 37, and water from the top of the motor jacket is conducted to the upper header 36 by a valved pipe 38, and is returned from the lower header M to the lower portion of the motor jacket by a return pipe 59.

In the present embodiment additional heat is also imparted to the air at another point in its path by use of the jacket water from the forward motor M-i, and this end is preferably attained in such a manner that snow or sleet entering the inlet opening 95 is melted so as to prevent clogging of the air tubes2|l and 2|, or clogging of'a protective screen 60' which extends transversely across the intake chamber n. Thus, as shown in Figures 1 and 3, a plurality of coils 4|, between headers 4| and 6| constituting a snow melter, are placed across the inlet opening l5 directly in the path of the incoming air, with supply and return pipe lines 42 and 43 connecting the headers 4| and 4|" in operative relation to the jacket of the forward motor M--|. Inspection and cleaning of the chamber l1 and screen 4|) is permitted by a trap door 44 in the bottom of the chamber forwardly of the screen 40. The heating coils 4| supplied from the motor M-l, and the heating unit 34 supplied from the motor M--2 are in the nature of auxiliary radiators, and would be utilized only in cold weather. The motors M--| and M2 would be connected $9 $09 ventional radiators, not shown in the drawings, for the sake of clarity, and it will be noted that the outlet pipes 38 and 42 from the motors are valved so as to facilitate the use of such radiators. The pipes 38 and 42 are also provided with vertical pipe-stubs adjacent to the motor blocks, as shown, for use in making such connections to conventional radiators.

In order that the conditioning apparatus may be spared the undue cleansing load incident to short periods of operation of the train in zones of foul or unusually dusty air, such for example as during the passing of another train, or the passage through tunnels, the present apparatus provides for instant control by the engineer who is in a position to observe the conditions to be met. Thus, as shown in Figures 1 and 3, the two cleaning tubes 29 and M are provided with dampers 45 mounted at the forward ends of the tubes 23 and 25 on a common transverse shaft it. From an arm 4i fixed to shaft lit a rod -iii extends rearwardly to a pivoted connection on an operating lever 59 located within reach of the engineer. A short link 5i? connected to the lever 59, acts when the dampers 55 are closed to open a switch 5i which acts to stop the blower motor 32, by cutting current in line 59'.

During such periods of closure of the dampers t5, the foul or dusty air which enters inlet 25 is icy-passed or vented from the chamber ll through openings 52 formed in the side walls 53 of the chamber. These vent openings are closed during normal operation of the apparatus by valve members 5 1 carried on arms 55 fixed to the shaft lit. Operation of lever ll) performs the dual function of closing dampers and opening relief vents simultaneously.

In the present embodiment of the invention the air from the heater 36 passes to a cooling unit tit located adjacent to the heater. As shown herein, the cooling unit 56 is mounted in the second or tender car l2 rather than in the power car it, and the air is fed between the units t l and 56 through a flexible connector pipe 5?. The cooling unit 56 (Figure 4) comprises a cooling chamber 58 through which the air passes to a train pipe 59 extending rearwardly through the train. Within the chamber 58 is a heat exchange element til through which refrigerant is circulated from conventional mechanical refrigerating machine 6| mounted on the car floor beneath the chamber 5t. Suitable thermostatic controls may, of course, be provided for the cooling unit in a conventional manner.

After being cooled and dehydrated in chamber 58, the air passes into the train pipe 59, which is preferably insulated as shown in Figures 4 and 5, and extends throughout the length of the train, there being suitable flexible connectors 62 between the cars, such as that illustrated in Figure 6. A cap (not shown) is employed at the rear end of the train pipe. To provide an ample flexing range in the connectors 62, the ends of'the cars may be recessed as at 65, thereby permitting ample flexing-of the connectors without too short bending. Preferably the train pipe 59 occupies a median longitudinal position immediately under the car roofs (Figure 5) and distribution of the conditioned air to the various parts of each car is obtained by the provision of auxiliary passages in the form of car pipes 66 which may be controlled to govern the distribution of conditioned air for each car. Thus, two longitudinally extending car pipes 66 are placed in each car, at

the level of the train pipe 59 and on opposite sides of the train pipe. The car pipes 66 have caps 61 at their ends and are connected to the train pipe 59 adjacent each end of the car by branch pipes 68. In each branch pipe 68 is a damper 69 pivoted on a generally vertical axis and adjustable by a lever 10 fixed to the damper shaft below the ceiling of the car.

From the car pipes 66 suitably spaced air ducts ll extend laterally along the ceiling and downwardly along the sides of the car, suitable outlets 12 and 13 being provided in the ducts H as desired. Preferably the air ducts 1| are formed from structural channel members as shown in Figure 6 so that the ducts serve as part of the car' framing.

From the foregoing it will be apparent that the present invention provides an air conditioned train wherein the air supply is of maximum initial purity by reason of its being obtained at the front of the train at the maximum distance above the track level; and that by reason of this construction the train is provided with pure air at a minimum cost for conditioning, even though excessive dust is raised due to operation of the train at the high speeds contemplated by recent advances in the field of railroading.

Since the conditioning apparatus for the entire train is located in the power car, or closely adjacent thereto, the mechanical elements of the apparatus are afforded better care and servicing, and the operation of the apparatus is placed solely under the control of the engineer, who is best fitted, by training and location on the train, to determine whether or not the apparatus should be in operation, and to adjust the air delivery to suit varying conditions.

Furthermore, a saving in weight and in lost car time is effected by locating the conditionin apparatus in the power car and tender, and the form and positioning of the apparatus in the power car is such as to utilize the space efiiciently andpermit ready inspection and repair.

I claim as my invention:-

1. In an air conditioning system for trains having a plurality of cars and a power unit, means forming a single air intake for the entire trains air supply, said air intake being located at the head end of the power unit, a head end intake chamber into which said intake discharges, a series of snow melter pipes in said air intake, means for heating said snow melter pipes, air outlet openings from said intake chamber, air cleaning devices fed from said openings, and a fine mesh screen in said intake chamber interposed between said air intake and air outlet openings into said air cleaning devices.

2. In an air conditioning system for trains having a plurality of cars and a power unit, a single air intake for the entire trains air supply, said air intake located at the head end of locomotive or power unit, a head end air intake chamber into which said intake discharges, a series of snow melter pipes in the pathof the incoming air, said intake chamber having an opening in its rear wall, an air cleaning device fed from said opening, said air cleaning device comprising an elongated chamber having, a water spray pipe disposed longitudinally therein, a motor driven pump and supply tank operatively connected to maintain a water jet spray from said pipe within said air cleaner duct or chamber, said device delivering air at its rear end into a motor driven blower, heating and cooling units and a train pipe connected in series with said supercharger so that cleaned air is forced therethrough by said blower, said train pipe extending the full length of train and supplying conditioned air to each of the various cars in said train.

3. In an air conditioning system for trains having'a plurality of cars and a power unit, a single air intake for the entire trains air supply, said air intake located at the head end of locomotive or power unit, a head end intake chamber fed by said intake, said intake chamber being prr vided with a fine mesh screen across said cham ber, an opening in the rear wall of said chamber, an air cleaning device connected to receive air from said opening, said air cleaning device comprising an elongated duct, a multi-vane,

spiral-type, air baflle screw mounted in said duct, the interior surfaces of said air cleaning device being coated with a non-odorous grease, a motor-driven blower to which said air cleaning device delivers air at its rear end, said blower being under the control of the engineer and operable to deliver a regulated supply of air to the entire train.

4. In an air conditioning system for trains having a plurality of cars and a power unit, a single air intake for the entire trains air supply, said intake opening being located at the head end of power unit, a series of snow melter pipes positioned across said intake, a head end intake chamber into which said intake discharges, outlets in the rear wall of said intake chamber, air cleanin devices fed from said outlets, dampers in said outlets, means for opening and closing said dampers operable from engineers seat in said power unit, motor driven blowers to which said air cleaning devices deliver air at their rear ends, said blowers being under the control of the engineer, said control of blowers including a switch interconnected with said damper operating means operable to stop said blowers as an incident to the act of closing said dampers, and to start said blowers upon reopening of the dampers.

5. In an air conditioned system for trains having a plurality of inter-connected cars and a power unit, a single air intake for the entire trains air supply, said air intake being located at the head end of the power unit, said air intake admitting air to a head end intake chamber, a series of snow melter pipes in said intake opening, means for heating said snow melter pipes, openings in the rear wall of said intake chamber, air cleaning devices fed from said openings, motor driven blowers into which said air cleaning devices deliver air from their rear ends, a heating unit into which said blowers force air under pressure, means for heating said heating unit, an outlet from said heating unit, a cooling chamber conected to receive air from said outlet, an insulated train pipe receiving air from said cooling chamber, said train pipe extending the full length of train and having flexible connecting hose between adjoining car ends, car pipes in each car formed to said train pipe by short connector tubes, air control valves in each of said connector tubes, and a system of air ducts connected to said car pipes for final distribution of conditioned air throughout each of said cars.

DAVID F. ZOOK. 

